Anti-roll connecting rod, anti-roll rod assembly, suspension system and vehicle

Abstract

The invention relates to an anti-tilting connecting rod, an anti-tilting rod assembly, a suspension system and a vehicle, and the anti-tilting connecting rod comprises a shell with a cavity; the reciprocating motion part is arranged in the shell and divides the cavity into a first cavity and a second cavity, and damping media are arranged in the first cavity and the second cavity; the control valve is respectively communicated with the first cavity and the second cavity; wherein the torsional rigidity of the anti-inclination connecting rod when the control valve is opened is smaller than that of the anti-inclination connecting rod when the control valve is closed. According to the anti-roll connecting rod, the anti-roll rod assembly, the suspension system and the vehicle, the rigidity of the anti-roll rod assembly can be adjusted according to road conditions, the vehicle can be prevented from rolling, and the requirements for comfort and controllability can be met.

Description

Technical Field

[0001] The present application relates to the technical field of anti-roll bars, and in particular to an anti-roll link, an anti-roll bar assembly, a suspension system and a vehicle. Background Art

[0002] When a vehicle turns, it experiences roll, which degrades the driving and riding experience. To mitigate roll, the industry often connects two anti-roll links to the wheels or suspension, and two anti-roll links to the vehicle's suspension. When the vehicle rolls, the anti-roll bars' twisting action resists the roll. Traditional anti-roll bars have non-adjustable stiffness at the connection between the wheels or suspension, failing to balance comfort and handling. When driving in a straight line, high-stiffness anti-roll bars reduce suspension independence, transferring road bumps to the vehicle body and impacting ride comfort. On the other hand, low-stiffness anti-roll bars fail to effectively suppress roll in corners. Summary of the Invention

[0003] The embodiments of the present application provide an anti-roll link, an anti-roll bar assembly, a suspension system and a vehicle that can adjust the torsional stiffness of the anti-roll bar assembly according to road conditions, thereby preventing the vehicle from rolling while taking into account the comfort and handling requirements.

[0004] In order to achieve the above objectives, in a first aspect, the present application provides an anti-roll link, one end of which is suitable for connecting to an anti-roll bar, and the anti-roll link comprises:

[0005] a housing having a cavity;

[0006] a reciprocating member disposed in the housing and dividing the cavity into a first cavity and a second cavity, wherein the first cavity and the second cavity contain a damping medium; and

[0007] a control valve, connected to the first chamber and the second chamber respectively;

[0008] The torsional stiffness of the anti-roll link when the control valve is open is smaller than the torsional stiffness of the anti-roll link when the control valve is closed.

[0009] In some embodiments of the present application, when the control valve is opened, the anti-roll link is in a first state, the damping medium located in the first chamber and the second chamber flows, and the reciprocating member can move along the axial direction of the anti-roll link under the action of external force; when the control valve is closed, the anti-roll link is in a second state, and the fluid medium located in the first chamber and the second chamber does not flow, so as to suppress the vehicle roll.

[0010] In some embodiments of the present application, when the external force disappears, the reciprocating member returns to the equilibrium position.

[0011] In some embodiments of the present application, the control valve is one of a switch valve, a linear valve and a frequency valve.

[0012] In some embodiments of the present application, the anti-roll link further includes: a first connecting rod, one end of which is connected to the reciprocating member, and the other end of which is suitable for connection to the suspension.

[0013] In some embodiments of the present application, the anti-roll link further includes: a reset member, configured to reset the reciprocating member to a balanced position after the control valve is opened.

[0014] In some embodiments of the present application, the reset member is located in the first cavity or the second cavity, one end of the reset member is connected to the reciprocating member, and the other end is connected to the housing.

[0015] In some embodiments of the present application, the reset member is an elastic deformable member.

[0016] In some embodiments of the present application, the initial length L1 of the reset member satisfies:

[0017]

[0018] Among them, the initial length L1 of the reset member refers to the length when the compression amount of the reset member is 0; P is the pressure in the first chamber and the second chamber when the reciprocating member is in the equilibrium position; k is the torsional stiffness of the reset member; A1 is the effective contact area between the reciprocating member and the damping medium in the first chamber; A2 is the effective contact area between the reciprocating member and the damping medium in the second chamber, L is the maximum movement stroke of the reciprocating member 2, and a is the coefficient of L.

[0019] In some embodiments of the present application, the initial length L1 of the reset member satisfies: L1 = a*L; wherein, the initial length L1 of the reset member refers to the length when the deformation of the reset member is 0; L is the maximum movement stroke of the reciprocating member, and a is the coefficient of L.

[0020] In some embodiments of the present application, a satisfies: 0.4≤a≤0.6.

[0021] In some embodiments of the present application, the anti-roll link further includes: an air chamber for controlling the pressure of the damping medium in the first cavity and the second cavity by inflation, and making the reciprocating member in a balanced position when there is no external force.

[0022] In some embodiments of the present application, the air chamber is located inside the shell and on a side of the second cavity away from the first cavity; or the air chamber is at least partially located outside the shell.

[0023] In some embodiments of the present application, the anti-roll link further includes a partition, which is located in the second cavity. The second cavity is separated from the air chamber by the partition, and the partition can move axially in the second cavity.

[0024] In some embodiments of the present application, when the air chamber is at least partially located outside the shell, the air chamber also includes: a first sub-air chamber, located on a side of the second cavity away from the first cavity; and a second sub-air chamber, located outside the shell; wherein the first sub-air chamber is connected to the second sub-air chamber.

[0025] In some embodiments of the present application, the anti-roll link also includes: a first one-way valve, connecting the first chamber and the second chamber and only allowing the damping medium to flow from the first chamber into the second chamber; and / or a second one-way valve, connecting the first chamber and the second chamber and only allowing the damping medium to flow from the second chamber into the first chamber.

[0026] In some embodiments of the present application, the anti-roll link further includes a control line, one end of which is connected to the control valve, and the other end of which is suitable for connecting to the control unit.

[0027] In some embodiments of the present application, the first one-way valve and / or the second one-way valve are located in the reciprocating member or the control valve.

[0028] In some embodiments of the present application, the anti-roll link also includes a first connecting rod, one end of which is connected to the reciprocating member, and the other end is suitable for connection to the suspension; the control valve is located in the reciprocating member, and at least part of the control line is located inside or outside the first connecting rod.

[0029] In some embodiments of the present application, the anti-roll link also includes a first connecting rod, one end of which is connected to the reciprocating member, and the other end is suitable for connecting to the suspension; the control valve is located outside the reciprocating member, and the control line is located outside the first connecting rod.

[0030] In some embodiments of the present application, the anti-roll link further includes: a second connecting rod, one end of the second connecting rod is connected to the housing, and the other end is suitable for being connected to the anti-roll bar.

[0031] In some embodiments of the present application, the housing includes a housing body, and the cavity is located in the housing body; the housing further includes: a first stopper located in the cavity and on one side of the reciprocating member in the direction of movement; and / or a second stopper located in the cavity and on one side of the reciprocating member in the direction of movement;

[0032] The first limiting block and / or the second limiting block are located at both ends of the movement path of the reciprocating member in the axial direction to limit and / or buffer the reciprocating member.

[0033] In some embodiments of the present application, the anti-roll link further includes: a first flow channel connecting the first chamber and the control valve; and a second flow channel connecting the second chamber and the control valve.

[0034] In some embodiments of the present application, the damping medium is a hydraulic medium.

[0035] In some embodiments of the present application, the control valve is one of a switch valve, a linear valve and a frequency valve.

[0036] In some embodiments of the present application, the anti-roll link further includes a first connecting rod, one end of which is connected to the reciprocating member, and the other end of which is suitable for being connected to the suspension.

[0037] In a second aspect, the present application further provides an anti-roll bar assembly, which includes: two anti-roll links as described above; and an anti-roll bar, respectively connected to one end of the two anti-roll links.

[0038] In some embodiments of the present application, the anti-roll bar is connected to an end of the anti-roll link close to the second cavity.

[0039] In some embodiments of the present application, when both anti-roll links are in a first state, the anti-roll bar assembly has a first torsional stiffness; when both anti-roll links are in a second state, the anti-roll bar assembly has a second torsional stiffness; wherein the first torsional stiffness is less than the second torsional stiffness.

[0040] In some embodiments of the present application, when one of the two anti-roll links is in the first state and the other is in the second state, the anti-roll bar assembly has a third torsional stiffness; wherein the third torsional stiffness is greater than the first torsional stiffness and less than the second torsional stiffness.

[0041] In some embodiments of the present application, the torsional stiffness of the anti-roll bar is P degrees / meter, and 0.2≤P≤0.73.

[0042] In a third aspect, the present application further provides a suspension system, which includes: the anti-roll link as described above or the anti-roll bar assembly as described above.

[0043] In some embodiments of the present application, the suspension system further includes: a suspension connected to the other end of the anti-roll link.

[0044] In a fourth aspect, the present application further provides a vehicle, comprising: the anti-roll link as described above, or the anti-roll bar assembly as described above, or the suspension system as described above.

[0045] The present application provides an anti-roll link, an anti-roll bar assembly, a suspension system, and a vehicle. The anti-roll link includes a housing, a reciprocating member, and a control valve. The housing has a cavity. The reciprocating member is disposed within the housing and divides the cavity into a first chamber and a second chamber. The first and second chambers contain a damping medium. The control valve is in communication with the first and second chambers, respectively. When the control valve is open, the torsional stiffness of the anti-roll link is lower than when the control valve is closed. That is, when the control valve is open, the anti-roll link has low torsional stiffness, allowing the reciprocating member to reciprocate within the cavity driven by the suspension, thereby achieving a flexible connection between the suspension and the anti-roll bar. This prevents road bumps from being transmitted to the vehicle body during straight-line driving, thus minimizing ride comfort. When the control valve is closed, the anti-roll link has high torsional stiffness, and the reciprocating member is locked, ensuring a rigid connection between the suspension and the anti-roll bar, thereby effectively suppressing vehicle roll in curves.

[0046] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] To more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0048] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same drawing numbers represent the same parts in the following description.

[0049] Figure 1 Schematic diagram of an anti-roll bar assembly provided for some exemplary embodiments of the present application.

[0050] Figure 2 for Figure 1 Schematic diagram of the anti-roll link of the anti-roll bar assembly shown.

[0051] Figure 3 Schematic diagram of an anti-roll link provided in some other embodiments of the present application.

[0052] Figure 4 Schematic diagram of an anti-roll link provided for some further embodiments of the present application.

[0053] Figure 5 Schematic diagram of an anti-roll link provided in some further embodiments of the present application.

[0054] Figure 6 Schematic diagram of the anti-roll link provided in other embodiments of the present application.

[0055] Figure 7 for Figure 6 Schematic diagram of the reciprocating member of the anti-roll link shown in the equilibrium position.

[0056] Figure 8 A schematic diagram of the module of the suspension system provided in this application.

[0057] Figure 9 A schematic diagram of the modules of the vehicle provided for this application.

[0058] Description of reference numerals:

[0059] 1000. Vehicle; 1100. Suspension system; 100. Anti-roll bar assembly; 200. Suspension; 101. Anti-roll link; 102. Anti-roll bar;

[0060] 1. Shell; 12. Shell body; 2. Reciprocating member; 3. First connecting rod; 4. First limit block; 5. Reset member; 6. Second limit block; 7. Partition; 8. Air chamber; 81. First sub-air chamber; 82. Second sub-air chamber; 9. Second connecting rod; 10. Control valve; 11. Control line; 121. First flow channel; 122. Second flow channel; 13. First mounting member; 14. Second mounting member; 20. Cavity; 15. First cavity; 16. Second cavity; 201. First one-way valve; 202. Second one-way valve. DETAILED DESCRIPTION

[0061] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0062] See also Figures 1 to 2 The present application provides an anti-roll bar assembly 100 , which includes two anti-roll links 101 and an anti-roll bar 102 , wherein the anti-roll bar 102 is connected to one end of the two anti-roll links 101 , respectively.

[0063] In this embodiment, the anti-roll bar assembly 100 is U-shaped.

[0064] In some embodiments of the present application, the anti-roll bar 102 is connected to an end of the anti-roll link 101 close to the second cavity 16 .

[0065] See also Figure 2In some embodiments of the present application, an anti-roll link 101 includes a housing 1, a reciprocating member 2, and a control valve 10. The housing 1 has a cavity 20. The reciprocating member 2 is disposed within the housing 1 and divides the cavity 20 into a first chamber 15 and a second chamber 16. The first and second chambers 15 and 16 contain a damping medium, and the control valve 10 communicates with the first and second chambers 15 and 16, respectively. When the control valve 10 is open, the torsional stiffness of the anti-roll link 101 is lower than when the control valve 10 is closed. In other words, when the control valve 10 is open, the anti-roll link 101 has low torsional stiffness. Driven by the suspension, the reciprocating member 2 can reciprocate within the cavity 20, ensuring a flexible connection between the suspension and the anti-roll bar. When the control valve 10 is closed, the anti-roll link 101 has high torsional stiffness, and the reciprocating member 2 is locked, ensuring a rigid connection between the suspension and the anti-roll bar 102, thereby suppressing vehicle roll.

[0066] Torsional stiffness refers to the ability of a material or structure to resist torsional deformation when subjected to torque (torsional force), typically expressed as the torque required per unit torsional angle (e.g., degrees / meter). The higher the torsional stiffness, the smaller the torsional angle of the structure under the same torque (stronger resistance to deformation); the lower the torsional stiffness, the more susceptible the structure is to torsional deformation (greater flexibility). Application scenarios: Vehicle suspensions, drive shafts, building structures, and other components that require resistance to torsional forces.

[0067] The torsional stiffness of the anti-roll link 101 refers to its ability to resist torsional deformation when subjected to body roll torque. The anti-roll link 101 can adjust the flow of hydraulic damping medium via a control valve to alter its torsional stiffness. The function of the anti-roll link 101 is to provide a variable stiffness connection between the suspension and the anti-roll bar, balancing comfort and roll resistance.

[0068] In some embodiments of the present application, when the control valve 10 is open, the anti-roll link 101 is in a first state, the damping medium in the first chamber 15 and the second chamber 16 flows, and the reciprocating member 2 can move axially along the anti-roll link 101 under the action of an external force. When the control valve 10 is closed, the anti-roll link 101 is in a second state, the fluid medium in the first chamber 15 and the second chamber 16 does not flow, and the reciprocating member 2 remains stationary, thereby suppressing the roll of the vehicle 1000.

[0069] The above-mentioned “external force” refers to the force transmitted from the suspension to the anti-roll link 101 when the vehicle rolls.

[0070] In this embodiment, the damping medium is a hydraulic medium. In other embodiments, the damping medium may also be a gas medium, etc.

[0071] In this embodiment, the first state is a decoupled state, and the second state is a locked state.

[0072] In this embodiment, the reciprocating member 2 is a piston.

[0073] The present application improves the structure of the anti-roll link 101 in the anti-roll bar assembly 100 by adding a control valve 10 in the anti-roll link 101, and realizes precise control of the torsional stiffness of the anti-roll link 101 by opening and closing the control valve 10. When the control valve 10 is closed, the anti-roll link 101 is in the second state and has high torsional stiffness, which can suppress the roll of the vehicle 1000.

[0074] In some embodiments of the present application, when the external force disappears, the reciprocating member 2 returns to its equilibrium position. When the external force disappears (the vehicle roll is eliminated), the control valve 10 opens, connecting the first chamber 15 and the second chamber 16 through the control valve 10. Under the combined action of the damping medium and the return element 5 (described below), the forces acting on the reciprocating member 2 in the first chamber 15 and the second chamber 16 are balanced, allowing the reciprocating member 2 to return to its equilibrium position.

[0075] The equilibrium position refers to the position where the reciprocating member 2 is at a state of mechanical equilibrium when the force (resultant force) acting on the reciprocating member 2 in the axial direction of the housing 1 is zero, that is, the position where the reciprocating member 2 remains stationary.

[0076] Specifically, when the return element 5 is located within the first chamber 15, the damping medium within the first chamber 15 exerts downward pressure on the reciprocating member 2, the return element 5 exerts an upward pulling force or a downward thrust on the reciprocating member 2, and the damping medium within the second chamber 16 exerts an upward thrust on the reciprocating member 2. The combined force of these three forces is zero. The pressure exerted by the damping medium within the first chamber 15 on the reciprocating member 2 and the force exerted by the return element 5 on the reciprocating member 2 act on a first surface of the reciprocating member 2, while the force exerted by the damping medium within the second chamber 16 on the reciprocating member 2 acts on a second surface of the reciprocating member 2, which is located opposite the first surface.

[0077] When the return element 5 is located in the second chamber 16, the damping medium in the first chamber 15 exerts downward pressure on the reciprocating member 2, the return element 5 generates an upward pulling force or a downward thrust on the reciprocating member 2, and the damping medium in the second chamber 16 generates an upward thrust on the reciprocating member 2. The resultant force of these three forces is zero. The pressure exerted by the damping medium in the first chamber 15 on the reciprocating member 2 acts on the first surface of the reciprocating member 2, while the force exerted by the damping medium in the second chamber 16 on the reciprocating member 2 and the force exerted by the return element 5 on the reciprocating member 2 act on the second surface of the reciprocating member 2, which is opposite the first surface.

[0078] In some embodiments of the present application, the control valve 10 is one of an on-off valve, a linear valve, and a frequency valve.

[0079] When the control valve 10 is selected as an on-off valve, the opening and closing of the control valve 10 can be realized by electronic control, thereby controlling the torsional stiffness of the anti-roll link 101 and making the anti-roll bar 102 more precisely controlled.

[0080] When the control valve 10 selects a linear valve, the control unit controls the current of the linear valve to control the opening of the control valve 10, thereby controlling the torsional stiffness of the anti-roll link 101 by controlling the damping force of the damping medium flowing through the control valve 10 between the first chamber 15 and the second chamber 16. The use of a linear valve solution can achieve continuous adjustment of the torsional stiffness of the anti-roll bar 102, so that the anti-roll bar can be controlled more accurately.

[0081] When the control valve 10 selects the frequency valve, no electronic control is required. When the flow frequency of the damping medium flowing through the control valve 10 is high, the frequency valve is in the on state, and the reciprocating part 2 can move in the cavity 20; when the flow frequency of the damping medium flowing through the control valve 10 is low, the frequency valve is in the off state. At this time, the reciprocating part 2 in the anti-roll link 101 cannot move, thereby suppressing the vehicle roll.

[0082] See also Figure 2 In some embodiments of the present application, the anti-roll link 101 further includes a first connecting rod 3 , one end of which is connected to the reciprocating member 2 , and the other end of which is suitable for connection to a suspension (see below).

[0083] Since the first connecting rod 3 is connected to the reciprocating member 2 , the effective contact area of the reciprocating member 2 with the damping medium in the first chamber 15 is smaller than the effective contact area with the damping medium in the second chamber 16 , so that the pressure in the first chamber 15 is greater than the pressure in the second chamber 16 .

[0084] In some embodiments of the present application, the first connecting rod 3 is connected to the suspension through a first mounting member 13 .

[0085] In some embodiments of the present application, the first mounting member 13 is a bolt.

[0086] In some embodiments of the present application, the anti-roll link 101 further includes a second connecting rod 9 , one end of the second connecting rod 9 is connected to the reciprocating member 2 , and the other end is connected to the anti-roll bar 102 .

[0087] In some embodiments of the present application, the second connecting rod 9 is connected to the anti-roll bar 102 through a second mounting member 14 .

[0088] In some embodiments of the present application, the second mounting member 14 is a bolt.

[0089] In some embodiments of the present application, the anti-roll link 101 further includes a reset member 5 , which is used to reset the reciprocating member 2 to a balanced position after the control valve 10 is opened.

[0090] When the vehicle returns to normal driving from the roll state, the control valve 10 changes from closed to open. The reciprocating member 2 changes from the second state to the movable state. Since the reciprocating member 2 can move axially when the control valve 10 is open, the position of the reciprocating member 2 may be outside the equilibrium position when the control valve 10 is closed. At this time, the reset member 5 may be in a stretched or compressed state. When the reciprocating member 2 is unlocked, the reset member 5 will generate a reset force on the reciprocating member 2, causing the reset member 5 to return to the equilibrium position.

[0091] In some embodiments of the present application, the reset member 5 is located in the first cavity 15 or the second cavity 16. One end of the reset member 5 is connected to the reciprocating member 2, and the other end is connected to the housing 1. Since the reset member 5 is responsible for resetting the reciprocating member 2, one end of the reset member 5 needs to be connected to the reciprocating member 2, and the other end needs to be fixed, that is, the position does not change. Therefore, the other end of the reset member 5 needs to be connected to the housing 1.

[0092] In some embodiments of the present application, the reset member 5 is an elastic deformable member, and the reset member 5 is arranged around the first connecting rod 3. Using a spring for reset is simple in process and low in cost.

[0093] In this embodiment, the reset member 5 is a spring.

[0094] See also Figure 2 In some embodiments of the present application, the anti-roll link 101 further includes an air chamber 8, which is used to control the pressure of the damping medium in the first chamber 15 and the second chamber 16 by inflation, and to keep the reciprocating member 2 in a balanced position when there is no external force.

[0095] When the anti-roll bar assembly 100 is assembled to the vehicle's suspension and the vehicle is stationary, the pressure of the damping medium in the first and second chambers 15, 16 can be controlled by pumping air into the air chamber 8, so that the reciprocating member 2 is in a balanced position. The balanced position here can be considered to be the midpoint between the first surface of the reciprocating member 2 at the first extreme position and the second surface at the second extreme position. The first surface and the second surface are axially opposing surfaces of the reciprocating member 2.

[0096] In some embodiments of the present application, the air chamber 8 is located in the housing 1 and on a side of the second cavity 16 away from the first cavity 15 .

[0097] See also Figure 3In some embodiments of the present application, the air chamber 8 is at least partially located outside the housing 1. By placing at least part of the air chamber 8 outside, the axial dimension of the anti-roll link 101 is reduced, making it more suitable for anti-roll bar assemblies 100 with smaller axial installation space.

[0098] When the anti-roll link 101 is impacted, the reciprocating member 2 may generate a small range of axial movement because the compressed gas in the air chamber 8 still has a certain degree of compressibility.

[0099] See also Figure 2 and Figure 3 In some embodiments of the present application, the anti-roll link 101 further includes a partition 7, which is located in the second chamber 16. The second chamber 16 is separated from the air chamber by the partition 7, and the partition 7 is capable of axial movement within the second chamber 16. Since the partition 7 is axially movable, the position of the partition 7 can be changed by controlling the amount of gas filled into the air chamber 8, thereby achieving control over the pressure of the damping medium in the first chamber 15 and the second chamber 16.

[0100] In some embodiments of the present application, when the air chamber 8 is at least partially located outside the housing 1, the air chamber 8 further comprises a first sub-chamber 81 and a second sub-chamber 82. The first sub-chamber 81 is located on the side of the second chamber 16 away from the first chamber 15, while the second sub-chamber 82 is located outside the housing 1. The first sub-chamber 81 and the second sub-chamber 82 are connected. The first sub-chamber 81 is necessary because the pressure of the damping medium in the first and second chambers 15 and 16 must be controlled by axial movement of the partition 7. Since the air chamber 8 is divided into the first and second sub-chambers 81 and 82, and the second sub-chamber 82 is located externally, the first and second sub-chambers 81 and 82 are connected, effectively dividing the air chamber 8 into two parts. This reduces the axial size of the first sub-chamber 81, making it more suitable for anti-roll bar assemblies 100 with limited axial installation space.

[0101] Please refer again Figures 2 to 4 In some embodiments of the present application, the anti-roll link 101 further includes a control line 11, which is connected to a control unit (not shown) and a control valve 10 to open or close the control valve 10 according to a control strategy. The control line 11 and the control valve 10 are both located outside the first connecting rod 3.

[0102] Please refer again Figure 2 In some embodiments of the present application, the anti-roll link 101 further includes a first flow channel 121 and a second flow channel 122 . The first flow channel 121 connects the first chamber 15 and the control valve 10 ; the second flow channel 122 connects the second chamber 16 and the control valve 10 .

[0103] In this embodiment, the first flow channel 121 and the second flow channel 122 are both oil channels.

[0104] Please refer again Figure 2 In some embodiments of the present application, the anti-roll link 101 further includes a second connecting rod 9 , one end of the second connecting rod 9 is connected to the reciprocating member 2 , and the other end is suitable for connecting to the anti-roll bar 102 .

[0105] Please refer again Figure 2 In some embodiments of the present application, the anti-roll link 101 further includes a first limit block 4 and / or a second limit block 6. The first limit block 4 is located in the cavity 20 and on one side of the movement direction of the reciprocating part 2. The second limit block 6 is located in the cavity 20 and on the other side of the movement direction of the reciprocating part 2. The first limit block 4 and / or the second limit block 6 are used to limit and / or buffer the reciprocating part 2.

[0106] In some embodiments of the present application, the first limit block 4 is fixed to the shell body 12, and the second limit block 6 is fixed to the body 12. At this time, the reset member 5 can be connected to the shell body 12; or connected to the first limit block 4 or the second limit block 6.

[0107] In some other embodiments of the present application, the first limiting block 4 or the second limiting block 6 is only located in the cavity 20 and is not fixed to the shell body 12 . In this case, the reset member 5 is connected to the shell body 12 .

[0108] See also Figure 2 and Figure 3 In some embodiments of the present application, the anti-roll link 101 further includes a first one-way valve 201 and / or a second one-way valve 202. The first one-way valve 201 connects the first chamber 15 and the second chamber 16 and only allows the damping medium to flow from the first chamber 15 to the second chamber 16; the second one-way valve 202 connects the first chamber 15 and the second chamber 16 and only allows the damping medium to flow from the second chamber 16 to the first chamber 15.

[0109] When local pressure within a hydraulic system falls below the saturated vapor pressure of the liquid, vapor or gas bubbles form in the liquid. These bubbles then collapse in high-pressure areas, triggering impacts. This process can cause noise, vibration, material erosion, and system performance degradation, making it a key issue in hydraulic system design and operation. In this case, the first and / or second check valves 201 and 202 are incorporated into the anti-roll link 101 to prevent cavitation in the damping medium, which can be caused by sudden changes in the volume of the first and second chambers 15 and 16 due to the action of the reciprocating member 2 when the vehicle is impacted. Specifically, the first and / or second check valves 201 and 202 prevent cavitation in the damping medium by maintaining backpressure to prevent localized pressure drops and cavitation formation; limiting backflow to block pressure drops caused by reverse flow; and stabilizing flow to reduce pressure fluctuations and mitigate the risk of low-pressure areas caused by turbulence.

[0110] Among them, by maintaining a certain reverse pressure (ie back pressure) in the liquid flow path, it is ensured that the local pressure is always higher than the saturated vapor pressure of the damping medium, thereby avoiding the formation and collapse of cavitation bubbles.

[0111] See also Figure 2 and Figure 3 In some embodiments of the present application, the first one-way valve 201 and / or the second one-way valve 202 are located in the reciprocating member 2 or the control valve 10.

[0112] See also Figure 4 In some embodiments of the present application, the first one-way valve 201 and / or the second one-way valve 202 are located in the control valve 10 .

[0113] Among them, integrating the first one-way valve 201 and / or the second one-way valve 202 into the control valve 10 or the reciprocating part 2 improves the assembly and integrity of the components, and can reduce the size of the reciprocating part 2, thereby further optimizing the internal space of the cavity 20 of the anti-roll link 101.

[0114] See also Figure 5 In some embodiments of the present application, the control valve 10 is located within the reciprocating member 2. The control valve 10 is integrated into the reciprocating member 2. One end of a control line 11 is connected to the reciprocating member 2, and the other end is connected to a control unit. At least a portion of the control line 11 is located within the first connecting rod 3. The connection between the control line 11 and the control valve 10 through the built-in control valve 10 can reduce the radial dimension of the anti-roll link 101 and improve the integrity of the anti-roll link 101, making it suitable for the layout of anti-roll bar assemblies in areas with limited radial space.

[0115] In other embodiments of the present application, the control line 11 is not led out through the hollow first connecting rod 3 connected to the reciprocating member 2 and connected to the control unit, but is directly led out of the first connecting rod 3 and connected to the control unit.

[0116] Please refer again Figure 6 and Figure 7 In some embodiments of the present application, the anti-roll link 101 may also not include the first one-way valve 201 and the second one-way valve 202.

[0117] The following will be combined Figure 6 and Figure 7 , explaining the calculation method of the initial length L1 of the reset member 5.

[0118] Please refer again Figure 6 and Figure 7 , according to the fact that the reciprocating member 2 is in a force equilibrium state when it is in the equilibrium position of the anti-roll link 101, the equation can be: P×A1+k×(L1-L2)=P×A2; and L2=0.5L;

[0119] The relationship between the original length of the spring L1 and the spring stiffness coefficient k is:

[0120]

[0121] That is, the initial length L1 of the reset member 5 satisfies:

[0122]

[0123] Here, the initial length L1 of the reset member 5 refers to the length of the reset member 5 when its compression is zero; P is the pressure in the first chamber 15 and the second chamber 16 when the reciprocating member 2 is in the equilibrium position; k is the spring stiffness coefficient of the reset member 5; A1 is the effective contact area between the reciprocating member 2 and the damping medium in the first chamber 15; A2 is the effective contact area between the reciprocating member 2 and the damping medium in the second chamber 16; L is the maximum travel of the reciprocating member 2, and a is the coefficient of L. The initial length L1 of the reset member 5 can be calculated using the above formula.

[0124] The initial length L1 serves to restore the reciprocating member 2 to the middle position after the control valve 10 of the anti-roll link 101 is opened.

[0125] In some embodiments of the present application, the initial length L1 of the restoring member 5 satisfies: L1 = a*L. That is, L1 is proportional to L.

[0126] In some embodiments of the present application, a satisfies: 0.4≤a≤0.6. Specifically, a can be 0.4, 0.41, 0.42, 0.43, 0.44, 0.45, 0.46, 0.47, 0.48, 0.49, 0.5, 0.51, 0.52, 0.53, 0.54, 0.55, 0.56, 0.57, 0.58, 0.59, or 0.6.

[0127] Where P is the rated pressure corresponding to the rated pressure of the anti-roll link 101 when it is designed. k needs to take into account the pressure and recovery time when the reset member 5 of the anti-roll link 101 is in different positions. L depends on the maximum degree of torsion of the anti-roll bar 102 (i.e., the maximum torsional stiffness at the maximum degree). In other words, the maximum travel L of the reciprocating member 2 needs to be determined based on the maximum degree of torsion of the anti-roll bar 102.

[0128] The torsional stiffness of the anti-roll bar 102 refers to the inherent property of the anti-roll bar (stabilizer bar) in resisting torsional deformation. This property is determined by the material, cross-sectional shape, and geometric dimensions and cannot be dynamically adjusted. The function of the anti-roll bar 102 is to offset the difference in suspension travel on both sides through torsional elastic deformation, thereby reducing body roll.

[0129] The torsional stiffness of the anti-roll bar assembly 100 is the result of the synergistic effect of the anti-roll link 101 and the anti-roll bar 102, and is determined by the operating state of the anti-roll link 101 (whether the control valve is open or closed). The anti-roll bar 102 provides basic torsional stiffness, while the anti-roll link 101 adjusts its own stiffness to change the overall stiffness of the anti-roll bar assembly 100.

[0130] In some embodiments of the present application, when both anti-roll links 101 are in a first state, the anti-roll bar assembly 100 has a first torsional stiffness; when both anti-roll links 101 are in a second state, the anti-roll bar assembly 100 has a second torsional stiffness. The first torsional stiffness is less than the second torsional stiffness. By coordinating the two anti-roll links 101 in different states, the anti-roll links 101 have two different torsional stiffnesses, enabling more precise control of the anti-roll bar.

[0131] In some embodiments of the present application, when one of the two anti-roll links 101 is in the first state and the other is in the second state, the anti-roll bar assembly 100 has a third torsional stiffness; wherein the third torsional stiffness is greater than the first torsional stiffness and less than the second torsional stiffness. By coordinating the two anti-roll links 101 in different states, the anti-roll links 101 have three different torsional stiffnesses, providing more precise control of the anti-roll bar.

[0132] In some embodiments of the present application, the torsional stiffness of the anti-roll bar is P degrees / meter, with 0.15≤P≤0.82. By replacing the anti-roll bar 102 with different torsional stiffnesses, the overall torsional stiffness of the anti-roll bar assembly 100 can be adjusted to meet the handling and comfort preferences of different vehicle models.

[0133] In some embodiments of the present application, P may be 0.15, 0.16, 0.17, 0.18, 0.19, 0.2, 0.21, 0.22, 0.23, 0.24, 0.25, 0.3, 0.35, 0.40, 0.45, 0.5, 0.55, 0.6, 0.7, 0.71, 0.72, 0.73, 0.74, 0.72, 0.8, 0.81, or 0.82.

[0134] See also Figure 8 In a third aspect, the present application further provides a suspension system 1100 , which includes the anti-roll link 101 as described above or the anti-roll bar assembly 100 as described above.

[0135] In some embodiments of the present application, the suspension system 1100 further includes a suspension (not shown), which is connected to an end of the anti-roll link 101 close to the first cavity 15 .

[0136] See also Figure 9In a fourth aspect, the present application further provides a vehicle 1000 , which includes: the anti-roll link 101 as described above, or the anti-roll bar assembly 100 as described above, or the suspension system 1100 as described above.

[0137] When the vehicle is running normally, the control valve 10 is always open. When the vehicle rolls slightly, the suspension will generate a certain external force on the anti-roll link 101, and the reciprocating member 2 moves along the axial direction of the anti-roll link 101. After the detection element detects the roll, the control valve 10 is closed, the reciprocating member 2 is fixed to a certain position (due to the presence of the air chamber 8, the reciprocating member 2 may also produce a small range of axial movement), and the anti-roll bar 102 twists to resist the roll. When the vehicle is running normally again, the control valve 10 is opened again, and the reciprocating member 2 returns to the equilibrium position under the action of the reset member 5.

[0138] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0139] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0140] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0141] The above are merely preferred embodiments of the present application and do not constitute any form of limitation to the present application. Although the description of each embodiment in the present application has different focuses, for parts not described in detail in a certain embodiment, reference can be made to the relevant embodiments of other embodiments. However, any modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. An anti-roll link, characterized in that: One end of the anti-roll link is suitable for connecting to an anti-roll bar, and the anti-roll link comprises: a housing having a cavity; a reciprocating member disposed in the housing and dividing the cavity into a first cavity and a second cavity, wherein the first cavity and the second cavity contain a damping medium; and a control valve, communicating with the first chamber and the second chamber respectively; Wherein, the torsional stiffness of the anti-roll link when the control valve is opened is smaller than the torsional stiffness of the anti-roll link when the control valve is closed.

2. The anti-roll link according to claim 1, characterized in that When the control valve is opened, the anti-roll link is in a first state, the damping medium in the first chamber and the second chamber flows, and the reciprocating member can move along the axial direction of the anti-roll link under the action of an external force; When the control valve is closed, the anti-roll link is in the second state, hindering the flow of the damping medium in the first chamber and the second chamber to suppress the vehicle roll.

3. The anti-roll link according to claim 1, characterized in that When the external force disappears, the reciprocating member returns to the equilibrium position.

4. The anti-roll link according to claim 3, characterized in that The anti-roll link further comprises: A reset member is used to reset the reciprocating member to a balanced position after the control valve is opened.

5. The anti-roll link according to claim 4, characterized in that: The reset member is located in the first cavity or the second cavity, one end of the reset member is connected to the reciprocating member, and the other end is connected to the housing.

6. The anti-roll link according to claim 5, characterized in that The reset component is an elastic deformation component.

7. The anti-roll link according to claim 4, characterized in that The initial length L1 of the reset member satisfies: Among them, the initial length L1 of the reset member refers to the length when the deformation of the reset member is 0; P is the pressure of the first chamber and the second chamber when the reciprocating member is in the equilibrium position; k is the spring stiffness coefficient of the reset member; A1 is the effective contact area between the reciprocating member and the damping medium in the first chamber; A2 is the effective contact area between the reciprocating member and the damping medium in the second chamber, L is the maximum movement stroke of the reciprocating member 2, and a is the coefficient of L.

8. The anti-roll link according to claim 4, characterized in that The initial length L1 of the reset member satisfies: L1=a*L; The initial length L1 of the restoring member refers to the length of the restoring member when the deformation amount is 0; L is the maximum movement stroke of the reciprocating member, and a is the coefficient of L.

9. The anti-roll link according to claim 7 or 8, characterized in that: a satisfies: 0.4≤a≤0.

6.

10. The anti-roll link according to claim 1, wherein: The anti-roll link further comprises: The air chamber is used to control the pressure of the damping medium in the first cavity and the second cavity by inflation, and to make the reciprocating member be in a balanced position when there is no external force.

11. The anti-roll link according to claim 10, wherein: The air chamber is located in the housing and on a side of the second cavity away from the first cavity; or The air chamber is at least partially located outside the housing.

12. The anti-roll link according to claim 11, wherein: The anti-roll link further includes a partition plate, which is located in the second cavity. The second cavity is separated from the air chamber by the partition plate, and the partition plate is movable along the axial direction in the second cavity.

13. The anti-roll link according to claim 11, wherein: When the air chamber is at least partially located outside the housing, the air chamber further comprises: a first sub-chamber, located on a side of the second cavity away from the first cavity; and a second sub-air chamber, located outside the shell; Wherein, the first sub-gas chamber is communicated with the second sub-gas chamber.

14. The anti-roll link according to any one of claims 1 to 13, characterized in that: The anti-roll link further comprises: a first one-way valve connecting the first chamber and the second chamber and only allowing the damping medium to flow from the first chamber into the second chamber; and / or The second one-way valve connects the first chamber and the second chamber and only allows the damping medium to flow from the second chamber into the first chamber.

15. The anti-roll link according to claim 14, wherein: The first one-way valve and / or the second one-way valve are located in the reciprocating member or the control valve.

16. The anti-roll link according to any one of claims 1 to 13, characterized in that: The anti-roll link further comprises: A control line, one end of which is connected to the control valve, and the other end of which is suitable for accessing a control unit.

17. The anti-roll link according to claim 16, wherein: The anti-roll link further comprises a first connecting rod, one end of which is connected to the reciprocating member, and the other end of which is adapted to be connected to the suspension; The control valve is located inside the reciprocating member, and at least a portion of the control line is located inside or outside the first connecting rod.

18. The anti-roll link according to claim 16, wherein: The anti-roll link further comprises a first connecting rod, one end of which is connected to the reciprocating member, and the other end of which is adapted to be connected to the suspension; The control valve is located outside the reciprocating member, and the control line is located outside the first connecting rod.

19. The anti-roll link according to any one of claims 1 to 13, characterized in that: The anti-roll link further comprises: A second connecting rod, one end of which is connected to the housing, and the other end of which is suitable for being connected to the anti-roll bar.

20. The anti-roll link according to any one of claims 1 to 13, characterized in that: The housing comprises a housing body, and the cavity is located in the housing body; The housing further comprises: A first limit block is located in the cavity and on one side of the moving direction of the reciprocating member; and / or a second limiting block, located in the cavity and on one side of the moving direction of the reciprocating member; Wherein, the first limiting block and / or the second limiting block are used to limit and / or buffer the reciprocating member.

21. The anti-roll link according to any one of claims 1 to 13, characterized in that: The anti-roll link further comprises: a first flow channel communicating with the first chamber and the control valve; and The second flow channel is connected to the second chamber and the control valve.

22. The anti-roll link according to any one of claims 1 to 13, characterized in that: The damping medium is a hydraulic medium.

23. The anti-roll link according to any one of claims 1 to 13, characterized in that: The control valve is one of an on-off valve, a linear valve and a frequency valve.

24. The anti-roll link according to any one of claims 1 to 13, characterized in that: The anti-roll link further comprises: A first connecting rod, one end of which is connected to the reciprocating member, and the other end of which is suitable for being connected to the suspension. 25.An anti-roll bar assembly, characterized in that: include: Two anti-roll links according to any one of claims 1 to 24; and The anti-roll bar is respectively connected to one end of the two anti-roll links.

26. The anti-roll bar assembly according to claim 25, wherein: The anti-roll bar is connected to one end of the anti-roll link close to the second cavity.

27. The anti-roll bar assembly according to claim 25, wherein: When both anti-roll links are in the first state, the anti-roll bar assembly has a first torsional stiffness; and When both anti-roll links are in the second state, the anti-roll bar assembly has a second torsional stiffness; Wherein, the first torsional stiffness is smaller than the second torsional stiffness.

28. The anti-roll bar assembly according to claim 27, wherein: When one of the two anti-roll links is in the first state and the other is in the second state, the anti-roll bar assembly has a third torsional stiffness; The third torsional stiffness is greater than the first torsional stiffness and less than the second torsional stiffness.

29. The anti-roll bar assembly according to any one of claims 25 to 28, characterized in that: The torsional stiffness of the anti-roll bar is P degrees / meter, 0.15≤P≤0.

82.

30. The anti-roll bar assembly according to any one of claims 25 to 28, wherein: The maximum movement stroke of the reciprocating member depends on the maximum degree of torsion of the anti-roll bar.

31. A suspension system, characterized in that: include: The anti-roll link according to any one of claims 1 to 24 or the anti-roll bar assembly according to any one of claims 25 to 30.

32. The suspension system of claim 31, wherein: Also includes: The suspension is connected with the other end of the anti-roll link.

33. A vehicle, characterized in that: include: The anti-roll link according to any one of claims 1 to 24, the anti-roll bar assembly according to any one of claims 25 to 30, or the suspension system according to any one of claims 31 to 32.

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